Convertible trolley.



Patented Deo. 30, 1913. 2 SHEETS-SHEET 1.

Fig 2 l/vvefrroRs ARTHUR L BEHNER JMEs Sem-*r A. L. BBHNER a; J. scoTT.

CONVERTIBLE TROLLEY. APPLICATION FILED MAY 31, 1912.

COLUMBIA PLANDGRAPH C0.,WASHINGTO, D. c.

A; L. BEHNBR & J. SCOTT.

CONVERTIBLE TROLLEY.

APPLICATION FILED MAYsl, 1912.

Patentedbee. 30, 1913.

2 SHEETS-SHEET 2.

Fig. 3

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i Y t s- CONVERTIBLE TROLLEY.

Specification of Letters Patent.

I'atented Dec. 30,1913.

Application filed May 31, 1912. Serial No. 700,556.

To all whom it may concern Be it known that we, ARTHUR L. BnHNnR and J AMES SCOTT, citizens of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Convertible Trolleys, of which the following is a specication.

Our invention has reference to a convertible trolley in which two wheels are mounted tandem on a balancing frame in the harp and one or the other set of wheels is used according to the work to be done, all substantially as shown and described and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is a plan view of the invention in one of its workingcombinations and Fig. 2 is an elevation thereof. Fig. 3 is a sectional plan view of the invention in a different combination from Fig. 1 as hereinafter described. and Fig. 4 is a side sectional elevation of Fig. 3. t

rThe trolley construction as thus shown is essentially of the convertible type, the idea being in one case to have a pilot wheel which will run in advance of the trolley wheel proper and cut away accumulated ice on-the wire, and in the other case to substitute the said ice cutting wheel, when not needed, with a contact or current conveying `wheel but retaining the same rear 'or real trolley wheel as in the first shown combination. f

In the combination of parts shown in Figs. 1 and 2 the construction comprises a suitably shaped harp H, an equalizing or balancing frame F pivotally mounted near its middle on a spindle or shaft S which itself is removably fixed in the top of the harp in the place of the usual trolley shaft in that position. Therespective and different wheels 2, 3 and 4, are mounted in the said frame F on front and rear shafts 5 and 6 respectively, and which are removably iiXed in the frame F by cotter pins 7 or their equivalent. The plan Vof the invention contemplates the easy exchange of the distinctly ice cutting wheel or device 2 land the front wheel 4 shown in Figs. 3 and V4 according'to the needs of the service. If, Afor instance, it be found that the weather conditions are such as to threaten or to have actually produced an accumulation of ice on the line wire the conducting wheel 4 is removed and the ice cutter 2 substituted therefor. Then as soon as the trouble has been remedied, the ice cutter can be removed and the conducting wheel 4 substituted in its place. The latter arrangement may be considered as the normal one, and is always used when a track clearing wheel like the ice cutter 2, or its equivalent, is not required. As to the saidwheel 2 itself as an article, it will be seen that it has the usual V-shaped peripheral channel of a common form of trolley wheel to run on the wire w, and a series of transverse holes h through the base of said channel or groove from side to side which produce sharp cutting edges and are adapted t0 literally cut the ice from the wire. The said holes are near enough together to practically cut the ice from one to the other on the wire. A lubricating cavity 10 is provided within the hub of the wheel which may be packed with wool waste or other suitable packing, and metallic bushings 12 and insulating bushings 13 therefor are carried by the shaft 5. These latter bushings of course Ainsulate the said wheel from the electric current and confine it to the single function of removing the ice from the trolley wire. But ice storms are usually of short duration however severe and trying they may be to the line while they continue, and when the said wheel 2 has served its Vpurpose it is eX changed for the wheel 4 shown in Figs. 3 and 4 and which is designed to be electrically active with wheel 3, as one of the conducting members of the combination.

The rear wheel 3 is of a roller pattern preferably rather than having the comparatively deep and narrow channel of the usual single trolley wheel and of which the wheel 4 may be considered a good example. The wide and slightly concave surface of the said wheel provides a wide lateral tread or bearing for travel on the wire fw and across frogs in the line and accommodates the wheel to curves or bends which are faithfully followed by the wheel 4 in advance. We might of course employ a wheel with less breadth of bearing or with a more decidedly grooved or channeled bearing surface but the form shown readily lends itself to any devious or sinuous portions of the line and holds a good working contact across all webs or connections between wires as they are found in overhead systems. The

said rear wheel 3. is thesame in any case or whatever front wheel may be used, and is supported in the rear and wider portion of the equalizing frame F on a shaft 6, which has a perforated tubular bushing 16 fixed firmly in the ends of said wheel and exposed to the lubricating cavity 1S therein as seen in Fig. 3. the said wheel are sealed fluid tight about the tubular sleeve 16 so as to prevent escape of oil to the spring conducting contacts 20 at said ends, and the wheel has its bearing between said sleeve and the shaft while the shaft is removably fixed in` the said frame.

The wheel l isV provided with metallic bushings 22 like the bushings 12 of the ice cutting wheel 2, but not the insulating' bush-- ings 13, and has spring contacts 28 like the corresponding contacts 20 for wheel or roller 3.

Structurally the balancing' frame F is shown as curved downwardly at its front where it is adapted to play between the two stops 24- and 25 on the frame F, as seen, in Fig. 41, and limit the tilting of the said frame on its pivot, the excess of weight being at the front of the pivot with the natural tendency to tilt down at the front and hold the trolley wheel 3 up in contact at all times. Normally the parts will sustain relations about as seen in Figs. 3 and 4, and any deviation from this posi-'tion will. depend on the elevationl of the line wire as compared with the top of the car. The. limit of reach, high or low, is within the play between the stops 24 and 25. We might of course supplement they gravity of said frame withl a spring but find: that it is not really needed toy maintain. a good working relation. under all. usual or even` abnormal. conditions.

The wire w is referred to as the trolley wire or track, and by removing. the insulat.

ing bushings 131 the bushings 12 can be moved upk in wheel land make roomv for the contact springs 22, so that t-lie said bushings 12 and shaft 1e serve for both the said wheels 2 and 4.

If the ice cutting wheel or its equivalent were made stationary instead of rotating so,

as to cut theice by a scraping action it would still serve our purpose and be within the spirit of our invention and the said. wheel or part would runy upon and be guided by the wire substantially after the manner now shown.

If preferred, the wheel 4: could run as an idler for the reason that the trolley wheel 2 serves to make the necessary running contacts, but for obvious reasons we prefer to make said wheel of service beyond merely The immediate ends of serving as a balancing medium on the frame F. In fact wedeem it of the highest possible advantage to have a double trolley bearing on or in contact with the line wire, especially in high speed service, for the reason that it reduces jumping of the trolley on the `wire. l'l'eretofore with a single wheel and with high speed on an interurban road pai'- iticulfarly where the conditions are not the most favorable for rapid travel there` has been constant danger of the trolley making skips on the wire which imparts severe shocks` to the system aswell as causingr severe sparking and injury to the apparatus; But by having two contact wheels at. work atI the same time we completely eliminate the dangers attending a single contact.` When the trolley is placed upon the wire the rear wheel is tilted up. and the first to make contact and it then instantly throws theA wheel 2 up also.

What we claim is: Y

1. A trolley comprising a harp. having integral cross-bars front andh rear in its` lower portion between its sides, in combination with a balancing frame pivoted in the topv of said harp, having its greater weight forward of said pivot and confined at its front end in the space between said crossbars between which it has play, a trolley wheel mounted in the rear of said frame behind said pivot and a front wheel in said frame in front of said pivot and adapted to run in advance of said trolley wheel, the said balancing frame having its front portion curved downward at substantially right angles to` the body thereof and substantially on the radius of said front wheel, whereby a cross wire struck by the downward portion, of said frame. will be directed upward onto said wheel and breakage ofthe wire avoided.

2. A harp for a trolley having an equalizing frame pivotally mounted its top. and curved downwardly at its frontend at substantially right angles between the sides of the harp, said` harp having front and rear stops. between its sides. intermediate its upper and lower endsl between which the curved end of said frame is confined and has a limited. swinging movement, in combination with two wheels mounted; tandem in said frame at substantially equal distances from the pivot thereof on the harp, the front wheel serving. asa pilot and. the rear wheel having a substantially barrel shape with a concave bearing surface running transversely of the direction of travel and substantially the fully widthE of the said harp at its rear and having electrical connections at its ends.

3. A harp for a trolley having. a. transversely disposed shaftin the topthyereof74 an equalizing frame pivoted, onV saidk shaft and having wheels mounted therein front and rear of said pivot respectivelsaid frame In testimony whereof we afx our signacurved downwardly at its front between the tures in presence of two witnesses.

sides of the harp and cross pieces on the in- ARTHUR L. BEHNER. side of said harp between the sides thereof JAMES SCOTT.

within which the end of the frame is adapted W7tnesses:

to play and limit the pivotal movement of E. M. FISHER,

the frame. F. C. MUSSUN.

Gopies o! this patent may be obtained for ve c ents each, by addressing the Commissioner of Patents, Washington, D. C. 

